Railway-switch-operating mechanism.



PATENTED DEC. 25, 1906.

B. MOINTOSH. RAILWAY SWITCH OPERATING MECHANISM.

APPLICATION FILED SEPT. 13, 1906.

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PATENTED DEC. 25, 1906.

Y B. MQINTOSH. RAILWAY SWITCH OPERATING MECHANISM.

APPLIOATION FILED SEPT. 13, 1996.

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BRUCE MOINTOSH, OF WARREN, PENNSYLVANIA.

RAILWAY-SWITCH-OPERATING MECHANISM.

Specification of Letters Patent.

Patented Dec. 25, 1906.

Application filed September 13, 1906. Serial No. 334.492.

To all whom it may concern:

Be it known that I, BRUCE MoINTosn, a citizen of the United States,residing at W'arren, in the county of arren and State of Pennsylvania,have invented certain new and useful Improvements in Railway-Switch-Operating Mechanisms; and I do declare the following to be afull, clear, and eX- act description of the invention, such as willenable others skilled in the art to which it appertains to make and usethe same.

This invention relates to improvements in railway-switell-operatingmechanisms.

The object of the invention is to provide a switch-operating mechanismhaving means whereby a switch will be automatically locked in an openedposition while a train is passing onto a siding.

Afurther object is to provide means whereby the locking mechanism may bereleased from the rear end of the train without the necessity of any ofthe train-crew getting off or stopping the train.

ith the above and other objects in view the invention consists ofcertain novel features of construction, combination, and arrangement ofparts, as w1ll be hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a plan view of aswitch-operating mechanism constructed in accordance with the invention.Fig. 2 is a vertical sectional view on the line 2 2 01 Fig. 1. Fig. 3 isa detail perspective view of the locking mechanism. Fig. 4 is a detailview of aportion of a locomotive, showing the switch-throwing devicecarried thereby; and Fig. 5 is a rear viewof a car, showing the mannerof releasing the operating mechanism to permit the switch to be-closed.I

Referring more particularly to the drawings, 1 denotes the main-linetracks, 2 denotes the siding or switch tracks, and 3 denotes theswitch-points. Arranged on the ties of the main-line track at a suitabledistance from the switchpoints 3 is a bearingplate 4, on which ispivotally mounted a trip lever 5. The outer end of the lever 5 ispivotally connected to one end of an operatinglever 6 by connecting-rod7. The lever 6 is ,pivotally mounted upon one of the ties of themain-track trails, and its opposite end is pivotally connected to aswitch-throwingbar 8. The bar 8 is adapted to slide beneath themain-line track, and to the same are pivotally connected theswitch-points 3. 8 is adapted to slide through a guide-bracket 9, and onsaid rod between the bracket 9 and a stop 10 on the rod is arranged acoil-spring 12, the tension of which is exerted to normally close andhold the switch-points in closed position. The bar 8 is continued beyondits pivotal connection with the end of the lever 6 and is connected tothe lower end of a signal 13, arranged in a stand 14 at one side of themain-linetrack, as shown. thus connecting the bar 8 with the signal 13the position of the switch-points will be indicated. Slidably mountedbeneath the tracks of the main-line track is a locking-bar 15, said barbeing connected at its inner end to the bar 8, by means of which saidlockingbar is operated. The bar 15 is provided on its outer end with anotch 16, Fig. 2, which is adapted to be engaged with a bifurcatedstop-lug 17, in which the bar 15 slides. The notch 16 in the bar 15 isso arranged that when the bar is 8 shifted to open the switch said notchwill drop into engagement 'with the stoplug, thereby holding said pointsopen.

In order that the notch 16 may be disengaged'from the stop-lugto permitthespring 12 to close the switch-points after a train has passed throughthe switch, a suitable releasing mechanism is provided. ism comprises ahorizontal longitudinallydisposed rock-shaft .18, which is journaled insuitable standards on the ties adjacent to one side of the main-trackrail, as shown. Connected to the rock-shaft 18 is adownwardly-projecting block 19, which is adapted to be engaged by anoffset 20 on the bar 8. On the rock-shaft 18 is also secured adownwardly-projecting block 21, which is adapted to be engaged with theupper edge of the locking-bar 15 to hold the notch 16 thereon intoengagement with the stop-lug 17 thereby preventing the casualdisengagement of said notch from the lug. Pivotally connected to theblock 21 is a depending bail or stirrup 22, which is adapted to beengaged with the under side of the locking-bar 15, whereby when theshaft 18 is rocked in the proper direction, or opposite to that in whichit is rocked by the offset 20 of the bar 8, will disengage the notch 16from the stop-lugs, thereby permitting the spring 12 to actuate the bar8 and close said switch-points.

Any suitable means may be provided for This mechan- The bar rocking theshaft 18, said means being here shown and preferably consisting ofupwardlyprojecting arms 23, which are secured to the outer ends of therock-shaft and are connected at their upper ends by .a handle-bar 24.The arms 23 and the handlebar 24 are of such length and arranged in suchmanner as to lie within convenient reach of a person standing on therear platform of a car,'so that as the car passes over the switch thebar may be grasped and the shaft 18 rocked in the proper direction toengage the bail or stirrup 22 with the locking-bar 15 to release thenotch therein from the stop-lug, as hereinbefore described. Therock-shaft 18 is provided on one end with a weight 18 to aid in themovement of the same by the handlebar. The operation of the rock-shaft13 by the handle-bar 24 is clearly illustrated in Fig. 5 of thedrawings.

Connected to the front end of a locomotive, as herein shown, or to thefront end of a car is a switch-throwing device 25, said device beinghere shown as being in the form of a segmental shoe 26, having aforwardlyprojecting arm or stem 27, by means of which the same ispivotally connected to the lower bar of the cow-catcher or othersuitable part of the locomotive or car. The shoe 26 is connected by alink 28 to one arm of a bell-crank lever 29, which is pivotally mountedupon a bracket 30, secured to a suitable part of the locomotive. To theother'arm of the bell-crank lever 29 is connected an operating-rod 31,which runs back to within convenient reach of the engineer or operatorof the locomotive or car.

By providing a switch-operating mechanism such as herein shown anddescribed a train after having passedthrough the switch and onto asiding may back out again onto the main line without the necessity ofthe switch being thrown by a brakeman, the switch-points being movedagainst the tension of the spring which holds the same by the flanges ofthe car-wheels, as will be understood.

WhileI have shown and described the operating mechanism for the switchas connected with a locomotive, it is obvious that the same may beapplied to a car driven by steam, electricity, or any other motivepower.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. A switch-throwing mechanism comprising a 1pivoted trip-lever adaptedto be engaged y a switch-throwing device carried by a car or locomotive,an operating-lever pivotally connected to and actuated by saidtrip-lever, a switch-throwing bar connected to the points of the switch,a spring arranged on said bar to retract the same and close saidswitch-points, a locking-bar connected to and actuated by saidswitch-throwing bar, a stop-lu adapted to be engaged by a notch in saidocking-bar,. a rock-shaft, .a block secured on said shaft to engage saidlockingbar and hold the notch therein in engagement with said stop-lug,and a handle-bar connected to said rock-shaft, whereby the same may beactuated by an operator on a moving car, substantially as described.

2. A switch-throwing mechanism comprising a pivotally-mountedtrip-lever, an operating-lever connected thereto and actuated thereby, aspring-retracted switch-throwing rod connected to the points of theswitch, a

notched locking-bar connected to and actuated by said switch-throwingbar, a stop-lug adapted to be engaged by the notch in said locking-barto hold the switch-points in an open position, a rock-shaft, astop-block secured to said rock-shaft in position to be engaged withsaid locking-bar to hold the notch therein in engagement with saidstop-lug, a block on said rock-shaft adapted to be engaged by an offseton said switch-throwing rod, whereby said rock-shaft is actuated toengage the stop-block thereon with said locking-bar, a releasing bail orstirrup on said stop-block to engage the under side of said locking-bar,and a handle-bar on said rockshaft arranged in position to be engaged byan operator on a moving car, whereby said locking-bar is released fromsaid stop-lug, substantially as described.

In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

BRUCE MOINTOSH. Witnesses:

JOHN E. WHEELER, JOHN H. WIEKIER.

